No. 7025 Sudeley Castle at Paddington on 19.15 to Hereford on 1 November
1963. M.G.C. Smith. front cover
Taken at night
Chris Turner and Walter Humphries, West Ealing in the late 1930s. 2-26
|Looking east in Western Region period (BR signs, flat bottom rail)||
|Metro 2-4-0T No. 3592 on down relief with passenger train on 18 July 1936||
|Looking towards London from down relief platform in BR period||
|Footbridge (detail) March 1970||
|Looking West across to milk platform on 16 September 1959||
|Down relief platform in March 1970||
|Up main platform looking east on 14 August 1959||
|Down main platform: foot of stairs in March 1970||
|Down main platform in November 1963||
|Permanent way gang in 1939||
|Looking west from up relief platform with main station building on Drayton Green Road above||
|Coal merchants offices and station entrance on Drayton Green Road||
|Booth Brothers (coal merchants) offices on Drayton Green Road||
|Parade of shops on Drayton Green Road||
|Interior of Mannings Cafe in Drayton Green Road||
|Looking towards London from down relief platform||
|No. 1436 on auto train approaching down relief platform in August 1958||
|Porters Ron Gabb and Frank Bearsley on up relief platform||
|Looking west from up relief platform in March 1970||
|Wyman's bookstall in March 1939||
|Ordnance Survey 25-inch map 1934||
|Looking towards London from bridge carrying Drayton Green Road in 1939||
|Looking west from station bridge with freight carrying air-raid shelter components passing benaeth in May 1939||
|Looking west from station bridge showing milk depot in July 1963||
|London end of milk plaform||
|Pillar water tank in milk dock||
|Pannier tank alongside milk platform in BR days (flat bottom rail on main lines)||
|Two vans on siding adjacent milk platform in August 1959||
|Porter Ron Jacobs with milk checker Bill Howell on milk platform||
|No. 4917 Crosswwood Hall leaving West Ealing yard with empty milk tanks on 10.35 Kensington to Swindon on 11 April 1955||
|No. 7025 Sudeley Castle leaving West Ealing yard with empty milk tanks on Kensington to Whitland on 31 July 1955||
|Station from milk dock||
|Goods shed in November 1963||
|Goods shed forecourt||
|14XX with auto train taking Greenford line||
|Shunters cabin based on grounded horsebox||
|No. 5017 St. Donat's Castle passing on up main with Cheltenham to Paddinton express c1953||
|No. 6910 Gossington Hall on up fast; No. 9710 on down relief and 61XX on up relief with stopping train on 16 September 1959||
|57XX 0-6-0PT No. 8772 with K class freight on up relief c1953||
|No. 7910 Hown Hall on up F class express freight and No. 9701 shunting milk tanks||
|Ordnance Survey 25-inch map: junctions west of West Ealing||
|No. 2862 on up freight passing New Yard||
|Signal Engineer's Depot||
|Dean Goods 2301 class 0-6-0 No. 2381 with twin tank milk tank owned by Co-operative Society behind in 1939||
|14XX No. 1446 with auto train in June 1955||
|No. 7012 Barry Castle on down Pembroke Coast Express c1953||
|West Ealing signal box on 9 August 1955||
|Signalmen Bob Fletcher and Fred Grace inside West Ealing signal box in 1954||
|No. 9708 approaching Drayton Green Halt with 10.35 Kensington to Ealing milk on 11 April 1955||
See also letters from Brian Pugh and Leslie Thomas on p. 119
Mike Christensen. Point rodding operation on the GWR. 27-39..
Mainly the extension of the distance permitted by the Inspecting Officers of the Board of Trade over which points could be worked manually. This led to round section rodding preserved by the West Somerset Railway at Blue Anchor
Mike Fenton. Lost staff. 40-3.
How the train staff failed to be received by catching apparatus at Rushey Platt signal box on the former Midland & South Western line and was lost when working the return Cirencester Watermoor from Swindon Town to Swindon Junction workmen's train in May 1953. The footplate crew were David Jones from Brinkworth (fireman) and Driver Bert 'Jasper' Scapelhorn. See also letters from Eric Youldon (on No. 6953: being a former oil-fired locomotive); from Dave Evans on another dropped train staff on the former Cheltenham to Swindon line at Foss Cross and from Mike Barnsley on locomotive repairs at Cirencester Watermoor after the GWR had taken over the M&SWJR.
|No. 6953 Leighton Hall with Dave Jones on footplate||40|
|57XX No. 9645 at Cirencester with devening workmen's train||41|
|Map of Swindon||42u|
|Rushey Platt station with catcher arms||42l|
Chris Turner. The 12.5p.m. and 4.5p.m. Hinksey to Morris Cowley trips.
Memories of former goods guard Basis Ayers.
|Littlemore station with oil tank wagons||44l|
|Littlemore station yard||45u|
|Wagon labelling at Littlemore||45l|
|Morris Cowley passenger station||46u|
|Looking east from Morris Cowley passenger station||46l|
|Goods shed at Morris Cowley||47u|
|No. 6154 approachingh Kennington Junction with K class freight loaded with motor cars on 29 June 1963||47l|
John Copsey. Express traffic working over the Northern Main Line,
1937-38. Part 2 West Midland cross-country. 48-59.
Route opened for express passenger trains on 1 July 1908 with Wolverhampton to Penzance service. Through coaches to Cardiff from the start and a through train between Birmingham and Swansea was introduced in about 1922
|Map: Birmingham area||48|
|No. 5988 Bostock Hall at Earlswood Lakes on 07.40 Penzance to Wolverhampton||49|
|Streamlined railcar passing Henley in Arden on 09.05 Birmingham to Cardiff c1935||51u|
|Hall class with "900" on headborad passing Yardley Wood in 1930s||51l|
|Saint class No. 2908 Lady of Quality at Bearley Junction with train for Birmingham||53|
|Saint class No. 2979 Quentin Durward at Severn Tunnel Junction on local passenger train||54|
|Star class No. 4018 Knight of the Grand Cross on up local at Bentley Heath in 1938 [included two corridor coaches in brown livery]||56u|
|No. 4982 Acton Hall leaving Hereford for Cardiff in August 1935||56l|
Newport (Mon) in 1946. Ray
Queries wording, especially that relating to relief lines (some of which were result of hurried work during WW2) and notes that signal box fitted with route setting frame was not built specially.
Newport (Mon) in 1946. Allan
Queries date of 453 upper photograph and general wording,.
'51XXs'. Edward Chaplin.
See pages 434 and 444 in previous Issue (wording modified thereat)
No. 6165 with empty stock at Paddington on 8 November 1963 (evening). M.G.C.
Smith. rear cover
Taken at night
|Number 90 (Spring 2014)|
No. 6923 Croxteth Hall (green livery) on Coley branch at Southcote Junction. Roy Heath. front cover
Gerry Parkins. Westbury top job: the Weymouth run.
Express worked by Westbury men to Weymouth by Modified Hall No. 7917 North Aston Hall: the locomotive having arrived from Paddington. Author fired to the heavy-handed Driver Ted Eagle. As the train was slightly overloaded the train was banked from Yetminster to Evershot, but lost time through the process of stopping and adding the banker in spite of it being one of the extremely powerful Q1 class. The presence of 60 mile/h limited vehicles also delayed the train. The return working was a lightly loaded milk train which ran early as traffic was light.
Illustrations: No. 7917 North Aston Hall with uninformative caption; map of route, Frome station, Witham with No. 7924 Thornycroft Hall with an up fast on 4 August 1962; Strap Lane Halt, Bruton station (2 views); Castle class No. 5074 Hampden on down Torbay Express passing Castle Cary; junction at Castle Cary; Sparkford station; Marson Magna station; Yeovil (Pen Mill) on 29 July 1951; Yetminster in September 1959; Evershot station (2 views); gradient profile; Maiden Newton on 27 September 1960; Grimstone & Frampton; Dorchester West station; Upwey & Broadwey with No. 4927 Farnborough Hall arriving with a down stopping train c1954; Weymouth on 29 February 1952; No. 7917 North Aston Hall at Weymouth on 8 July 1956; No. 5978 Bodinnick Hall on Chippenham shed turntable c1953. See also letter from W.J. Matthews on p. 178.
Dick Potts. Birmingham loco: a study of the Great Western's sheds at Bordesley and Tyseley. Part 2 Tyseley Locomotive Shed: history and organisation. 81-8
Exterior of Tyseley Locomotive Shed
Interior of roundhouse
Gas engine & generator
Map of area c1918
Ordnance Survey 1918
Plan of locomotive shed
Much based on GWR Magazine account published in October 1908 (including photographs on page 82). No official account of how transfer from Bordesley to Tyseley is given, but suggests how transition may have been achieved. Mentions flooding of turntable pits by River Cole. Lists locomotive shed foremen: Bill Davidson (1910-1915), John Preese (1909/10), Sam Higgins and Harry Williams. Others listsed: Walter Morris, Tom Gosford, Tom Jones, Fred Leonard and Phil Davis. Mentions housing built in vicinity for staff.
Unknown location: freight yard. 88
Howard Burchell suggestion: Brentford Dock
GWR standard letters for engine nameplates. 89
Swindon drawing 110738 December 1937.
Chris Turner. Moreton Yard. 90-100.
Authorised in April 1940 and brought into use on 3 December 1941 to assist handling WW2 traffic. Working as in 1950 under supervision of D.G. Gamble, Yard Master. See also letters from Tony Stockwell and R. Crump on page 254.
|Didcot end of end and main lines looking west: see also letter from David J. Tompkiss p. 240||90-1|
|Plans 1941 and 1945||92|
|Yard under construction in 1940||93ul|
|Looking west from Fulscott Road Bridge on 24 August 1943||93ur|
|Fulscott Road Bridge showing extension looking east on 24 August 1943||93m|
|Looking west across sidings towards Fulscott Road Bridge on 24 August 1943||93l|
|Signalman Alec Membury at Moreton Cutting signal box||94u|
|Moreton Cutting signal box||94l|
|Bob Barefoot outside amenity block||95ul|
|Bob Barefoot and Bill Ireson||95ur|
|Bob Barefoot and Basil Barcham on shunting truck with 0-6-0PT No. 3622||95l|
|Up freight hauled by 28XX leaving loop for up relief on 15 September 1946 (M.F. Yarwood)||96-7|
|Castle passing yard on up fast on 14 September 1953||98|
|2-6-2T No. 6151 on up slow passing N15X No. 32330 Cudworth on up goods loop on 14 September 1953||100|
John Copsey. '30XX' ('ROD') class 2-8-0s in
In 1919 the Great Western Railway purchased twenty Railway Operating Division 2-8-0s built to the design of the Robinson 8K Great Central class. In July 1919 these were allocated between Old Oak Common, Bristol, Banbry and Leamington. These were joined by a further 84 on loan. Trials were made on Warminster Bank on 28 July with No. 3021 (ROD No. 1697). On 6 December 1920 a further trial was staged between LNWR ROD No. 2936 and 28XX between Pontypool Road and Shrewsbury. See also letter from Bob Crump and Part 2.. See also Backtrack, 2016, 30, 153 (for page 155 upper) of No. 3004 with Westinghouse pump on sea wall at Dawlish c1920.
|No. 3040 on Up Main at Oxford with H class freight on 14 September 1950||101|
|30XX with Westinghouse pump at Swindon Junction on down F class freight in mid 1920s||102u|
|No. 3006 (ROD No. 2015) with jacks on buffer beam in 1920s||102m|
|No. 3006 with Ross pop safety valves||102l|
|30XX with Westinghouse pump on Up Relief near Langley||103|
|No. 3048 (probably ex ROD No. 1627)||104u|
|No. 3064 (ROD No. 1627) at St. Austell on 6 August 1921||104l|
|No. 3089 with GWR safety valve and TVR A class chimney||105u|
|No. 3099 on Westbury shed on 23 May 1929||105l|
|map showing allocations of class January 1928||106|
|No. 3085 with TVR A class chimney at Carmarthen c1928||107u|
|No. 3008 in post 1927 condition with GWR smokebox locking levers||107l|
|No. 3025 with top feed, GWR safety valve and superheater, but with original buffers||108|
|No. 3021 at Tyseley c1936||110u|
|No. 3016 in 1930s||110l|
|No. 3020 at Reading in early 1930s||111u|
|No. 3047 at Tyseley on 12 August 1933||111l|
|No. 3027 at Reading in early 1930s||113u|
|No. 3025 with TVR A class chimney and standard buffer shanks at Reading on 17 May 1935||113l|
|No. 3038 at Swindon Works in green livery on 2 September 1934||114u|
|No. 3028 at Swindon on 29 September 1935||114m|
|No. 3016 at Swindon in late 1930s||114l|
|No. 3046 on K class pick up freigh between Bath and Swindon on 2 April 1935||115u|
|No. 3039 inside Oxley roundhouse in 1935||115l|
|No. 3040 at Neath in 1936||116u|
|No. 3020 at Old Oak Common on 13 September 1936||116m|
|No. 3024 at Croes Newydd in 1937||116l|
|No. 3025 on Down Relief at Oxford with Class F freight on 9 April 1938||117u|
|No. 3018 at Pontypool Road in late 1930s||117ml|
|No. 3005 on Stafford Road shed on 6 March 1938||117mr|
|No. 3018 at Pontypool Road shed on 30 July 1939||117l|
West Ealing. Brian E. Pugh
Footplateman based at Slough notes that locomotives which would not fit on Slough's turntable were turned on the triangle at Drayton Green. Also notes auto coaches named Wren and Thrush
West Ealing. Leslie J. Thomas
Identification of guard's van shown in picture?
Leighton Hall. Eric Youldon
No. 6953 had been an oil-fired locomotive as cab was modified by sliding ventilators and lowering of cabside handrail.
Lost staff. Dave Evans.
Also on former Cheltenham to Swindon line, but at Foss Cross, and locomotive was a Southern 2-6-0 which thev footplate crew had failed to connect to the vacuum-braked head of the train
Lost staff. Mike Barnsley.
On locomotive repairs at Cirencester Watermoor, which continued until 1925, after the GWR had taken over the M&SWJR.
Additions to dates of photographs
What in effect amounts to new captions to several of photographs
Bagnall advertisement. Christopher Hext
Photograph of works plate for No. 8733 owned by letter writer. See also D. Cousins collection
Paddington models. David
See letter on page 356 from Brian McCord: notes that drawings were supplied from Swindon and enabled the Johannesburg model maker to construct King class model.
Didcot engine shed with 9F No. 92215; nameless Hall number
6983 not as caption 6923 and Hymek D7060. Roy Heath. rear
See letter from David W. Gardner on p. 179
|Number 91 (Summer 2014)|
No. 1006 County of Cornwall departing from Oxford
northbound with train from south coast on 10 August 1963. M.G.C.
Smith. front cover
See also letter from Richard Woodley on page 240 which explains why it and Modified Hall to right (No. 7912) were standing in for unavailable diesel motive power caused by Western type failures
John Copsey and Colin Metcalfe. A glimpse of Liskeard. 122-36
|No. 6824 Ashley Grange on 16.34 Plymouth to St. Austell passenger train on 27 June 1956 (Colin Metcalfe)||122|
|Map of Liskeard.area c1946||124|
|Gradient profile of main line||125|
|Plan Liskeard station c1956||126|
|Up platform viewed from above footbridge early 1960s (P.J. Garland)||127u|
|Up platform viewed from down platform||127l|
|No. 6911 Holker Hall on up H class freight at top of 1 in 59 climb on 27 June 1956 (Colin Metcalfe)||128u|
|Down platform and goods shed c1949 (J.H. Moss)||128l|
|East end of station showing connection off down line to Looe branch in 1950s (John Norris)||131u|
|Liskeard signal box||131l|
|Up TPO picking up mail on 26 June 1956 (Colin Metcalfe)||132|
|Entrance to Looe branch platform with passengers moving in both directions (P.J. Garland)||133u|
|Looe branch platform (P.J. Garland)||133m|
|No. 4569 on train for Looe in 1956 (J.W.T. House)||133l|
|45XX climbing 1 in 40 incline with Liskeard Viaduct behind||134u|
|Coombe Junction looking north (Colin Metcalfe)||134l|
|East end of station showing connection to Looe branch with 45XX shunting wagons onto branch (R.K. Blencowe)||135|
|No. 5940 Whitbourne Hall on down H class freight in 1947||136|
Chris Turner. Greaser at Newbury. 137-46
Patrick Turner worked as a greaser from 1946 until 1949 when he was called up for National Service. He woorked at both the Town and Racecourse stations. The Carriage & Wagon Foreman was Ernie Mobbs; he especially liked working with Trevor Gordon Crabbe.
|No. 6910 Gossington Hall on troop train at down platform; No. 5385 wwaiting to take 16.36 to Westbury, GWR diesel railcar in bay platform on 7 July 1956 (R.C. Riley)||137u|
|Map Newbury stations c1948||137l|
|Aerial photograph May 1950 showing both stations||138-9|
|Plan Newbury Town station||140|
|Aerial photograph May 1950 showing Town station||140-1|
|Up passenger train waiting to depart||142u|
|Middle signal box||142l|
|Goods facilities looking west||143u|
|Goods yard viewed across tracks with light engine passing||143ll|
|Looking west from Boundary Road bridge||144u|
|2251 class 0-6-0 No. 3206 bringing DN&S service into Newbury passing gas works||144l|
|Dean goods on freight train for Lambourn||145u|
|Newbury Racecourse station||145l|
|Newbury Racecourse station and gasholder (gasometer)||146|
Dick Potts. Birmingham loco: a study of the Great Western's
sheds at Bordesey and Tyseley. Part three Tyseley locomotive sheds:
the work, 1908-47. 147-69.
Includes tables of locomotives allocated and some of the services worked with records of drivers. States that 39XX were rebuilds of Dean Goods Eric Youldon (letter p. 478) corrects via: RCTS The locomotives of the Great Western Railway Part 5 which notes that only the wheels and motion from the Dean Goods were used
|39XX 2-6-2T with local passenger train formed mainly of four-wheel stock arriving Birminham Snow Hill c1913||147|
|39XX 2-6-2T with local passenger train formed of four-wheel stock passig Bentley Heath Loops in 1913||148u|
|No.3904 on Tyseley shed c1927||148m|
|1016 class 0-6-0PT No. 1047 at Snow Hill station on 9 July 1912||148l|
|No. 3629 2-4-2T: see letter from David J.Tomkiss on reversed radii lining||149|
|Birmiingham and District map||151|
|Armstrong Standard Goods 0-6-0 No. 877 at Wolverhampton Stafford Road on 3 March 1929||152|
|2301 class No. 2303 0-6-0 at Tyseley shed in 1933||153u|
|Aberdare class 2-6-0 No. 2346 at Tyseley shed c1922||153m|
|No.3904 at Snow Hill on down service on 26 September 1926||153l|
|No. 4560 at Tyseley shed in 1920s||154u|
|No. 2947 Madresfield Court||154l|
|0-6-0PT No. 5739 at Tyseley shed in 1931||155|
|No. 2874 with two other 28XX 2-8-0s at Tyseley shed in 1931||156u|
|No. 2814 at Tyseley shed||156m|
|No. 2874 at Tyseley shed in 1931||156l|
|No. 2906 Lady of Lynn in Tyseley roundhouse c1933 See also letter from Bill Crosbie-Hill||158u|
|Aberdare 2-6-0 No. 2621 with ROD tender||158um|
|Aberdare 2-6-0 No. 2647 in early 1920s||158lml|
|57XX No. 8726 in 1930s||158lmr|
|Dean Goods No. 2645 on 15 July 1934||158b|
|Driver W. Gobb||159|
|Bulldog No. 3360 Torquay at Chester in 1929||160|
|No. 2816 at Tyseley on 9 June 1935||161u|
|No. 2930 St. Vincent at Stafford Road on 9 June 1935||161m|
|No. 2906 Lady of Lynn at Swindon on 1 December 1935 See also letter from Bill Crosbie-Hill||161l|
|No. 2816 at Tyseley on 17 May 1936||162|
|2301 class No. 2375 at Tyseley on 17 May 1936||163ul|
|57XX No. 6747 at Tyseley on 17 May 1936||163ur|
|No. 5944 Ickenham Hall at Tyseley on 25 October 1936: caption correction see p. 254||163um|
|43XX No. 6338 at Tyseley on 25 October 1936||163lm|
|No. 4904 Binegar Hall in Tyseley shed on 25 October 1936||163b|
|Saint class No. 2988 Rob Roy at Tyseley on 25 July 1937||164u|
|2-6-2T No. 4110 at Tyseley on 12 June 1937||164m|
|No. 4362 at Tyseley on 12 June 1937||164ll|
|No. 5370 at Tyseley on 6 March 1938||164lr|
|Inside Tyseley roundhouse: Nos. 2916 St. Benedict; 6323, LMS Horwich 2-6-0; 4367; 2874 and 5923 in May 1936||165u|
|No. 5916 Trinity Hall at Tyseley on 6 March 1938||165m|
|43XX No. 6352 at Tyseley on 3 March 1938||165l|
|655 class 0-6-0PT No. 1790 and 1813 class No. 1824 at Tyseley on 13 June 1937||166u|
|Driver George Tomkinson on footplate of No. 6818 Hardwick Grange at Honeybourne||166l|
|57XX No. 6744 at Tyseley in late 1930s||167u|
|850 class 0-6-0ST No. 2005 at Tyseley on 2 May 1937||167m|
|57XX class No. 3743 at Tyseley on 6 March 1938||167l|
|57XX class No. 8725 at Tyseley on 6 March 1938||168u|
|43XX class No. 5303 at Tyseley on 6 May 1939||168l|
|No. 5745 at Tyseley in summer 1939||169u|
|No. 4501 at Tyseley on 6 May 1939||169m|
|No. 4318 at Tyseley on 6 May 1939||169l|
See also letter from Dick Potts on page 240
In close up. C.J.F. Tickle. 170
Two photographs show Casle class No. 5088 Llanthony Abbey at Wolverhampton on 18 October 1959: details of cylinders and cab
John Copsey. '30XX' ('ROD') class 2-8-0s
in traffic. Part 3. 171-7.
See also latter from Kenneth Brown on p. 254 on records of class working into Cornwall.
|No. 3032 still with remains of Westinghose brake pump support at Oxley shed on 21 March 1948||171|
|No. 3022 at Coleham shed, Shrewsbury on 21 June 1947||174u|
|No. 3017 at St Philips Marsh c1947||174l|
|No. 3038 on class H freight at Oxford||175u|
|No. 3000 on class E freight c1946||175m|
|No. 3046 with 47XX chimney||175l|
|No. 3016 at Reading with No. 4914 in March 1948||176|
|No. 3043 approaching Cheltenham Malvern Road with class H train of hopper wagons||177u|
|No. 3032 within St Philips Marsh shed on 18 June 1949||177l|
'RODs'. Bob Crump
Class was known as "Maggie Murphys" from "MM" originally painted on tenders. Described as plodders, but could still progressw at very low steam pressures. They were not comfortable as the reversing screw was huigh up. ATC was fitted, but it onle gave an audible signal; the brake was not applied. Fore and aft oscillation was experienced. The countersunk rivets in the tender made it easy to move coal forward. A lengthy Wakefield hydrostatic lubricator was fitted on the fireman's side and this blocked the forward view; cleaning this could be hazardous. A fire-iron tunnel was fitted later to the tenders. Bob relates how he dropped the tablet whilst banking on a 56XX on the long climb ton Waunafon, but the speed was so low that he could run back and pick it up and get back on.
Mystery photograph. Howard
Brentford Dock suggested for location
Westbury top job. W.J. Matthews
May have been guard on trains fired by Gerry Parkins: hard hitting drivers were known as heavy ack-ack
'57XX'. D. Cousins. 179
Collection of works plates for North British Engine Co., both Queens Park and Hyde Park, Yorkshire Engine Co., Bagnall, Beyer Peacock, Kerr Stuart and Armstrong Whitworth. Notes that collecting 94XX works plates more difficult as only one was provided per locomotive.
Errata. David W. Gardner
See rear cover previous issue: nameless Hall number 6983 not as caption 6923
Chipping Norton. Terence
No. 5152 had reversed between photographs on page 110 and rear cover: how and why?
'51XX'. David Tomkiss.
Page 442 top, the train is leaving Abelton Lane tunnel - the scissors crossover is the clue. Abelton Lane did not exist till constructed under the Loans and Guarantees Acts of the 1930s. Does anyone know why a tunnel was built for it rather than a bridge?
The '51XXs' at work. Paul Grant
Writer spent many train-spotting hours at Wellington (Som) with No. 5172 engine resting in the up platform loop between banking duties. The picture on page 444 shows 5172 assisting a Down train near the 172¾ mile post between Beam Bridge and Whiteball Tunnel. Trains needing assistance were normally banked in rear from Wellington to Whiteball Siding signal box. In clear weather, the banker was not coupled to the train. Bankers were supplied from Taunton shed and if a train at Taunton needed assistance at changeover time for the bankers, the fresh banker was attached in rear at Taunton and assisted through to Whiteball Siding. The banker was coupled to the train as far as Wellington where the train stopped specially to uncouple. In the case of a passenger train, the banker was attached at the front and the train ran non-stop to Burlescombe signal box (or Whiteball Siding if Burlescombe was switched out) where the banker was detached. Before dieselisation, the Wellington banker turns were dominated by Taunton '51XXs' (4113, 4117, 4136 and 5172 for many years) and latterly '61XXs'. '43XX' engines also appeared. On weekdays, a banker was provided around the clock with an extra engine provided on the night turn and on a middle turn on summer Saturdays. Finally, can anyone explain why instructions and notices generally referred to Whiteball Siding box as Whiteball Tunnel box? The 'name on the tin' was Whiteball Siding.
The '51XXs' at work. Eric Youldon
It seems that my reference to 5111 to 5129 has, somewhere along the line, become 5111 to 5119. This, however, is of little consequence because Steve Bromhall informs me that the class members that acquired double pull rods extended to 5130, not 5129,namely lots 140, 150 and 152. There is evidence that some higher numbered ones such as 5141, already mentioned, also received double rodding.
The '51XXs' at work. S.C. Bromhall
Speaking to Eric Youldon shortly after the arrival of GWRJ 87, I mentioned the note in RCTS Part 9, page 28, regarding brakes on the '3IXX' tanks. Shortly after, Eric advised that photos in GWRJ 86 did not entirely support the RCTS note and, as usual, he is correct. Pages 304/5 show early photos of locos that later had the double pull rod brake, but they all have a single pull rod version of rather basic appearance. Compared to the contemporary small 2-6-2T (later numbered 44XX - see Alan Hall's article in issue 81) the brake on the early '31XX' looks rather insubstantial. Pages 306 upper and 307 upper show later '31XX' having the double pull rod version as do RCTS photos J52/3 of 3170/1 in RCTS Part 9. It would appear that 99, 3111-30 were built with a single pull rod type brake, altered to a double pull rod type in the early 1920s. Engines 3131-3149 (and the 3150 class) were built with double pull rod type, later altered to a single pull rod type rather more substantial than originally fitted to 99, etc. Photos of '31XX' in the 1920s showing them with extended bunkers all seem to show the altered brakes, but there are photos of the 3150s with extended bunkers retaining the original double pull rod brakes - these appear to date to the immediate post-WW1 period. The two photos of 3141 on page 307 clearly show the engine pre- and post-WW1 with the loco having different brakes. There must be a sound reason for these changes - perhaps someone can explain their significance as it seems rather odd to me, even by Swindon's penchant for individuality. The rearward positioning of the monogram, noted in a couple of photo captions in issue 87 pages 393 and 398, was standard practice for Stafford Road Works when applying the monogram to engines having side tanks. It seems they centred it on the combined length of tank and bunker, thus providing a position to the rear of engines dealt with by Swindon and Caerphilly. The exact position could vary, even amongst engines of the same class, but the rearward positioning was consistent. A photo of 5181 so adorned featured in GWRJ 57, page 39 lower.
The '51XXs' at work. D.J. Fleming
Re articles on '51XX' - very interesting. No. 5104 came to 82B from 84D, with the usual 'Carriage Free' label tied to her handrail. She was in BR black and we kept her clean for the East Depot & Radstock Goods. Then she became notable by her absence, having gone through Newton Abbot Factory, returning to us in lined green livery, and we polished her every morning (1958). One of the 82A 41/51XX duties was to work the 7.47 a.m. Temple Meads & Minehead Passenger, which meant that the engine had to go on Taunton shed for coal. Then some bright spark at Swindon 'discovered' some Dukedogs '90XX' in the stock shed, and these were sent to 82A for the Minehead job; the fun had just begun!
The '51XXs' at work. Neil Woodland
The train which 4125 is hauling (GWRJ 87, p.448) would not be going to Bilston West since it is one of the two daily Ardley-Greaves Sidings workings conveying limestone for cement manufacture. These were regular Leamington duties until the closure of the MPD in June 1965. The use of iron ore hoppers on these trains has often confused those unfamiliar with the Banbury area over the years, but writing as one who grew up in the town, I can assure you that the only iron ore trains in the area in 1963 were from the Oxfordshire Ironstone Co. to the north of the town; these did not normally pass the gasworks. Banbury's own examples probably saw more use on freight duties than on passenger trains in their last ten years, but were equally at home and well-regarded - on either. Although, like all tank engines, their water capacity was limited, they did not need to be turned between duties and access to a water crane was usually easier than using a turntable; bunker-first running in a '51XX' was greatly preferred to a tender-first trip on a '43XX' 2-6-0 or '28XX' 2-8-0.
'Bulldogs' at work. Graham R. McDonald
Should not the reference to 'Hunter's Inn' on page 18 (GWRJ No. 81) be to the 'Foxhunters' P.H. which is on the A361? Hunter's Inn is about 10 miles away in a north-easterly direction, as the crow flies, from the position of the photograph.
Appeal. Richard Brummitt
Looking for any previously unpublished photographs of Littlemore station including the type of gate that allowed the siding from the turntable to pass through the wall and into the Asylum.
No. 1010 County of Caernarvon departing from Oxford
northbound with train from south coast on 10 August 1963. M.G.C. Smith.
See also letter from Richard Woodley on page 240 which explains that No. 1010 County of Caernarvon was working Weymouth to Wolverhampton and had advantage of superior Welsh coal supplied to Weymouth shed
|Number 92 (Autumn 2014)|
No. 6164 at Old Oak Common on 1 October 1961. M.G.C. Smith. front cover
John Copsey. Goods operations at Banbury. 182-201.
One minor quirk is that what would have been called the "control tower" of the marshalling yard on almost any other railway is termed a "ground frame", but looked like a signal cabin! The points were electro-pneumatic. Another quirk is that most major marshalling yards were associated with large locomotives, but the photograph shows a pannier tank rather than a 72XX. Historically, Banbury had been a railway backwater until the arrival of the Great Central Railway in 1900: the hump yard was instigated by finance aimed at easing unemployment. See also correction to table. Part 2 see page 264 et seq
|Timber goods shed with horse-drawn dray on 23 February 1940||182-3|
|Banbury plan of trackwork c1860||185|
|Banbury plan of trackwork c1865||185|
|Banbury Junction signal box and junction in 1900||186u|
|Banbury junction under construction c1900||186l|
|Banbury track plan c1912||190|
|Banbury Junction track plan c1912||191|
|Banbury hump yard track plan c1931||194|
|Banbury hump yard: reception roads December 1930||195u|
|Banbury hump yard: looking north over hump||195m|
|Banbury hump yard: looking south towards 1 in 30 gradient from hump||195l|
|Banbury hump yard: looking north towards hump October 1937||196u|
|Hump ground frame ("control tower" elsewhere) exterior||196l|
|Hump ground frame interior with power panel to switch points||197u|
|View towards sorting sidings from hump ground frame||197l|
|0-6-0PT with shunter's truck propelling wagons towards hump||198-9|
|View from Grimsbury Road overbridge||200|
|Aerial photograph c1929||201|
Peter Kerslake. The gas turbine era. 202-15.
Personal recollections of the two gas turbines ordered by the Great Western Railway, but not delivered until after nationalisation. The seminal paper by Dymond is not cited. The text of this part is solely concerned with No. 18000, the machine manufactured by Brown Boveri and the Swiss Locomotive Co. in Switzerland; inevitably there are photographs of both locomotives. The other locomotive was built by Metropolitan Vickers and received the number 18100: considered in Part 2. See also scorched legs.
|Both gas turbines in Swindon Works on 23 May 1953||R.S. Wilkins||202-3|
|No. 18000 in Swindon Works on 16 February 1950||Trevor Owen||204|
|No. 18000||official photograph||204-5|
|No. 18000 arriving Reading on up train in 1952||M.W. Earley||206u|
|No. 18000 on way to Plymouth Laira light engine on 22 February 1950||Maurice Dart||206l|
|No. 18000 accelerating west from Reading in 1950||M.W. Earley||206-7|
|No. 18000 passing West Drayton on up parcels or empty stock train on 23 April 1951||208u|
|No. 18000 at Paddington||208l|
|No. 18000 engine working from Old Oak Common week commencing 15 September 1952||facsimile||209l|
|No. 18000 engine working report for week ending17 January 1959||facsimile||209r|
|No. 18000 passing Twyford on 12.00 ex-Bristol on 11 June 1952||A.R. Carpenter||210|
|No. 18000 in Swindon Works on 6 May 1956||Leslie Nicholson||211u|
|No. 18000 ex-Works in green livery on 3 February 1957||211l|
|No. 18000 at Paddington on down Merchant Venturer on 30 April 1957||212u|
|No. 18000 leaving Bath Spa on down Merchant Venturer in May 1957||212l|
|No. 18000 technical data 15 January 1959||facsimile||213|
|No. 18000 failed at Paddington||Leslie Nicholson||214u|
|Failed No. 18000 being towed away by No. 6127||Leslie Nicholson||214l|
|No. 18000 out of service at Swindon in summer 1960||Leslie Nicholson||215u|
|No. 18000 being towed by D5568 en route from Market Harborough to Harwich||John C. Allen||215l|
John Copsey. '30XX' ('ROD') class 2-8-0s
in traffic. Part 3. 216-25.
Final allocations, workings and withdrawals
|No. 3031 at Didcot with down H class freight on 12 October 1949||H.C. Casserley||216-7|
|No. 3048 at Oxley shed on 18 June 1950||A.C. Gilbert||216m|
|No. 3048 at Stourbridge Junction shed||J. Davenport||216l|
|No. 3034 at St. Philip's Marsh in early 1950s||R.H.G. Simpson||217m|
|No. 3016 on class H freight possibly near Oxford||R.H.G. Simpson||217l|
|No. 3042 with southbound class H freight near Triley Mill on 1 June 1953||R.C. Riley||218|
|No. 3047 on Reading shed||219u|
|No. 3020 on Banbury shed||219m|
|No. 3020 on Reading shed on 30 November 1952||219l|
|No. 3025 at Carmarthen shed||220u|
|No. 3014 (with flat-top dome) at St. Philip's Marsh in June 1953||220m|
|No. 3023 at St. Philip's Marsh on 22 May 1955||R.K. Blencowe||220u|
|No. 3010 at Duffryn Yard||221u|
|No. 3029 at Oxley shed||221m|
|No. 3048 possibly at Slough||221l|
|No. 3031 with Class F freight passing Wellington (Salop) in mid 1950s||222u|
|No. 3040 possibly on Worcester shed in mid 1950s||222m|
|No. 3028 at Stourbridge Junction shed in mid 1950s||222l|
|No. 3017 passing Oxford station with Class H up mineral train in 1952||R.H.G. Simpson||223|
|No. 3041 on Dainton bank with up Class F freight||224u|
|No. 3018 at Carmarthen shed in mid 1950s||224m|
|No. 3036 at Pontypool Road||224l|
|No. 3041 at Carmarthen shed alongside No. 6310 in late 1955||225u|
|No. 3011 at Neyland shed c1955||225m|
|No. 3024 on up Class F freight at Whitland on 16 July 1957||T.J. Edgington||225l|
Dick Potts. Birmingham loco: a study of the Great Western's
sheds at Bordesey and Tyseley. Part four Tyseley locomotive sheds:
the work, 1908-47. 226-39.
|LNER J25 No. 1982 (incorrectly called "J52) descending Hatton bank with short local freight on 23 September 1942||226-7|
|Duke class 4-4-0 No. 3284 Isle of Jersey on Tyseley shed on 26 May 1939 (W. Potter)||229u|
|3571 class 0-4-2T No. 3578 at Birkenhead in 1938||229l|
|S160 USATC 2-8-0 No. 1910 on Class H freight (R.H.G. Simpson)||231u|
|S160 USATC 2-8-0 No. 1898 (M.W. Earley)||231l|
|Bulldog 4-40 No. 3421 on Class J freight||233|
|Aerial view of Tyseley May 1939||234-5|
|Aerial view of Tyseley May 1939||236-7|
|1813 Class 0-6-0PT No. 1835 on 19 December 1948||238u|
|57XX No. 3650 alongside coaling stage||238l|
See also letter from Ken Rathbone in Issue 98 p. 117
Cover pictures GWRJ No. 91. Richard
Explains why No. 1006 County of Cornwall and Modified Hall to right (No. 7912) were standing in for unavailable diesel motive power caused by Western type failures. On rear cover: No. 1010 County of Caernarvon was working Weymouth to Wolverhampton and had advantage of superior Welsh coal supplied to Weymouth shed
Birmingham Loco. Bill
Pictures of No. 2906 Lady of Lynn before and after being fitted with 18½in cylinders and curved frame extension. No. 2999 Lady of Legend will be like earlier version but with 18½in cylinders. See also letter from Peter Chatman on page 254
Birmingham Loco. Dick Potts
Refers to information on page 162 relating to Driver Lobb's duties in 1934 when he appeared to take up workings at Moor Street
Mileage payments. Bob Crump.
From old notebook based on ASLEF rates of pay following 1955 strike
Moreton cutting. David J.
Strange device across siding serving as stop block? See also R. Crump p. 254. Also page 149 (2-4-2T) No. 3629 where style of lining (KPJ: only visible with difficulty) shows reversed radii at corners. Not mentioned in Great Western way. See also letter in No. 96 page 479 from Roger Davis
No. 5992 Horton Hall on turntable at Kingswear in 1960. Roy Heath. rear cover
|Number 93 (Winter 2015)|
Chalford station in summer 1964 with express arriving. E.K.Lockstone. front cover
Brian Penney and Richard Parker. Worcester running shed (later
motive power depot) in the 1950s and 60s. 242-53.
Locomotive sheds dated back to Oxford, Worcester & Wolverhampton period as described by David Joy. Plans were made to replace the cramped and dispersed facilities from the time of Churchward until British Railways took over and did nothing. A coaling hoist was provided as there was insufficient space for a coaling stage. The diesel railcars were serviced in the Wagon Repair Shop.
|Plan based on Ordance Survey 25-inch 1940||242|
|Saint No. 2938 Corsham Court off shed on 25 June 1952||243|
|Aeial view 18 June 1934||244|
|51XX No. 4113 standing on fitters' shop road outside goods engine shed||246u|
|No. 7011 Banbury Castle on pits inn fitters middle road with Frank Waters in pit||2464l|
|Former turntable and Bulldog 4-4-0 at north end of goods engine shed c1949||248|
|MR class 3F No. 43812, No. 5914 Ripon Hall and coaling hoist and water tank||249|
|Plan showing locomotive engine sheds and other facilities within triangle||250-1|
|ROD 2-8-0 No. 3044, 0-6-0PT No. 1662 and 2-6-2T No. 4175 on 13 June 1955||252u|
|No. 1026 County of Salop and No. 5943 Elmdon Hall on 25 May 1951||242l|
|Diesel railcar No. 5 in July 1954|
Letters. 254; 263
The gas turbine era. John Chapman
Sometime in 1950 or 1951, as a schoolboy in short trousers, writer went to Tilehurst station to train spot. Having just arrived on platform 1 (the down main), I was approaching the footbridge to transfer to the central island platform, which was my preferred observation point, when 18000 roared past on its way westward and its exhaust burnt the front of my legs (KPJ: still time to sue Swiss Government: Wild Swan to get 10%). Until I read the article this event had completely slipped from my mind, but has now returned vividly!
Moreton Cutting. Tony Stockwell
As a boy in the late 1940s I often used to cycle from my home in Didcot to South Moreton to visit my grandparents. The route took me over the railway bridge at Fulscot from which there was an excellent view of the western end of this goods yard. All the roads except one were terminated by conventional buffer stops. I was told that the missing buffer stop had been demolished in a shunting mishap. As a temporary measure to stop wagons rolling off the end of the road, a large box with a concrete bottom and sides was brought in and placed on that road and was then filled with earth and gravel. With nothing to anchor it to the track, it tended to migrate over time to the end of the road. Apparently there was a coupling on the eastern face of the block and periodically an engine was hooked on and pulled it 20 or 30 feet back along the line. Though it was intended as a temporary measure, I am not aware that it was replaced and I believe that it lasted until the closure of the yard. Also of interest is that with the advent of this yard an extra road was laid alongside the main line for incoming goods trains. It could be entered just south of Appleford crossing and signal box on the Oxford line and followed the Didcot east avoiding line right round to Moreton Cutting. This must have been nearly 3 miles long. At busy times goods trains waiting to enter the yard could be stopped nose to tail for the entire distance. The crews who had brought the trains were allowed to leave them and make their way to Didcot shed. I understand that one of the least liked duties for a Didcot fireman was to be rostered to look after all the waiting engines and to do this they usually took their bicycle and spent their shift cycling up and down the line ensuring the engines had sufficient steam to be able to move their train when space became available.
Moreton Cutting. R. Crump
Having read the letters in GWRJ 92, I would like to try to answer D.J. Tomkiss's enquiry about the large block standing on the siding at Moreton Cutting. When I cleaned and fired at Pontypool Road, I remember a phrase that was used by the shunters in the Loop sidings, which I do not remember hearing anywhere else. When a train had been formed, the head shunter then informed the driver to 'feel the block', the driver would start the engine moving very slowly so that the wagons buffered up slowly until the stop block was reached. At this point the loco would be pushed in reverse, this with the regulator still open, and the driver immediately applied the brake. He then waited until the under shunter had coupled all the wagons and pinned brakes down on four or five of the nearest wagons to the loco. During the war, with all the new marshalling yards introduced, there seems to have been a spate of stop blocks demolished by some rough shunting, and I remember seeing in an article in the Great Western Magazine that a block like that observed in the photograph (on page 91 of GWRJ 90) was the answer, so if a driver was rather enthusiastic, the block absorbed the force of movement by moving backwards, so no damage occurred to any wagons. It was a movable stop block which, when it reached its limit of movement, was then dragged back to the position seen.
`Saint'. Peter Chatman
Just to add a little more detail to Bob Crosbie-Hill's letter (GWRJ No. 92), the new cylinders fitted to 2999 Lady of Legend are indeed 18½ in diameter. In 1995, when the `Saint' project got under way, the only fully detailed drawings we could find were for a `Court' which are 18½ in. These were redrawn, accommodating the 'Lady' series 2½ in wheel centre offset and adding manu-facturing tolerances, prior to casting and machining. No. 2999 is aimed at being a typical 'Lady' as running just before the First World War, by which time, after several increases, 18½ in had become the standard size, and this larger diameter will allow 2999 to show its true potential. It also made it a bit easier when we came to re-using the piston rod assemblies from 4942. The cylinders are being fitted with the original Churchward plug-type screw-in design of cylinder cock rather than the later sprung valve flange fitting type, which I suspect means they will need rather more attention in service!
RODs in traffic. Kenneth Brown
The list of recorded workings of ROD 2-8-0s in 1945-9 on pages 171-3 of GWRJ No. 91 gives the impression that the class never worked into Cornwall. Writeer has personal records of four RODs reaching Penzance in 1944-5: 3021 on 25 March and 3025 on 7 June 1944, and 3032 on 13 January and 3024 26 February 1945. The only one for which I recorded the working was 3024 of Oxley shed which took the 18.10 Penzance to Oxley Sidings on the above date, presumably only far as Plymouth. It is worth placing on record that earlier in the war a few of the RODs' LNER counterparts of class 04 were loaned to the GWR for a short period. They were favoured by us trainspotters by virtue of their large numerals on the cabside! Returning to Cornwall, an observation of some rarity was WD 2-8-0 No. 7094 under the wheel drop at St. Blazey on 4 November 1944. I have never heard of any others of that class crossing the Tamar, but perhaps other readers know different. By contrast the Swindon-built LMS 8Fs of the 84XX series were common in Cornwall; indeed 8435 was shedded at Long Rock from new.
RODs in traffic. John Pearse
Re caption on page 223 (ROD 3017) at Oxford in 1952)? When writer knew the area from 1960, the only signal in the Off position controlled the Up Platform Line, with mechanical 'cut-out' indicators for routes to the Up Main, Up Goods Loop, or Up Sidings. On the left as we look at it, the tall signal controlled the Up Main (with 3017's train). The middle arm controlled access from the Up Main to the Up Goods Loop or Sidings (with another `Cut-out' indicator). So unless my memory is playing tricks after half a century, I think, 3017 will plod on along the Up Main for a while at least, with its signal already put back to On; and the indistinct low or short goods in the up platform is signalled in parallel into the Up Goods loop or Sidings. From the log on page 223, the crew on 3043 worked their train barely 35 miles to Hereford, and made two 10-12 minute shunts. Given your figure of 10 hours 41 minutes for the working day, this is a very disappointing level of productivity, presumably caused by congestion and line occupation.
`51XXs. N.P. Newman. 254/263
During August 1948 writer stayed at Minehead where he saw No. 5173 arrive on a train from Taunton. This locomotive was presumably on loan from Worcester where it had been allocated for several years. It was still in in GWR livery and the green paint appeared to have received a coat of matt varnish, which gave it a finish similar to that given to Hornby 'Double-0' locomotives. He would like to know whether this was a utility expedient or if this was the normal pre-war finish.
Last years of the '51XX'. Robert
It is interesting to note than when the ten `82XXX' class 3 2-6-2Ts moved away from Tyseley in 1953 after barely a year's service, they were replaced not by '51XX' but by six '61XX' 2-6-2Ts (6105/16/18/34/39/66) drafted in from the Thames Valley, together with four '56XX' 0-6-2Ts from the South Wales Valleys. The '61XX' were undoubtedly better suited to suburban operation around Birmingham than the BR Class 3s. It should be added that diesel multiple unit operation was introduced into the area not in 1958 as stated in your article, but on 17 June 1957. Several peak hour suburban workings out of Snow Hill (though not Moor Street) continued to be steam operated until September 1964. By that time many turns were in the hands of various GW 4-6-0 classes (supported by 2-6-0 6364), but Tyseley's surviving '51XX' were regular performers up to the end. On the final Friday that steam saw extensive use, 5 September 1964, 4111 worked the 17.10 Snow Hill to Lapworth and 4133 had the evenings's final steam departure, the 18.05 to Leamington Spa. Thereafter, '51XXs' continued to maintain a presence in the Birmingham area with freight operation until the autumn of 1965. They may well also have been employed occasionally on the last remaining scheduled steam departure, the 17.35 Snow Hill to Lapworth, but 'Halls' were certainly conspicuous on that turn with Tyseley's 6951 Impney Hall having the honour of the final working on 31 December 1965. There were two further lines in South Wales where the class saw service. Two or three '51XX' were from time to time allocated to Tondu where they were employed not just on the Porthcawl-Cardiff trains mentioned in the article, but also on the Llynfi Valley line. 4121 was employed on that service around 1960-1962. 4101 was allocated to Duffryn Yard (Port Talbot) from November 1952 until October 1953 and during that time was used on R&SB line services between Swansea and Treherbert via Cymmer Afan.
'44XX' . Ron Davies
Re withdrawal of locomotive 4405 mentioned in article 'The 44XX in Traffic' in GWRJ No. 88 (actually No. 80). Writer was a fireman at Bristol Bath Road depot, and was returning to shed after working the Avonmouth Severn beach service with a '55XX' class. We were standing on the engine line waiting to go on shed when we were run into by a '1000' class engine also coming to shed tender first; the collision drove us hard into the engine in front, 4405, then being used by Frome depot on the Radstock and Cheddar Valley branches. I went to see if the crew of 4405 were safe and on returning to see if the crew of the '1000' (Exeter men) were safe, I found the front of 4405 had been pushed almost up to the smokebox; the 'Front Garden', as we called it, had taken the full force of the collision. The driver of the '1000' had a bad bum to his hand when he caught a steam pipe by mistake for the brake handle. Like the '94XX', the lookout tender-first was not good. The next day writer was told by the Foreman that 4405 was condemned and would be going to Swindon to be cut up. The engine could have been on its way to Swindon but was being used by Frome as Swindon could not deal with it at the time.
GWRJ No. 91, caption on p. 163. No. 5944 - the number of engines and work attributed to the class was for Oxley, not of Tyseley as stated.
GWRJ No. 92, caption on p. 226. The LNER class was 'J25', not 'J52' as first stated, whilst the '1008' engines of '2301s' should of course be 108!
GWRJ No. 92, Table on p. 184. February 1876, DOWN: The 12.15 train shown was from London to Birmingham & Wolverhampton.
Appeal . 263
Mr. A. Staite would like to know if any reader can confirm the date when Newton Abbot and Shrewsbury engine crews started Double Home duties and the Plymouth-Manchester and Manchester-Plymouth workings 08.00 from Plymouth, 09.15 Manchester. He also requires a photo of Dinmore (Herefordshire) signal box, closed in 1958.
Photograph of 4133 entering tunnel at Birmingham Snow Hill with the 18.05 to Leamington Spa on Friday, 4 September 1964, the last day on which a significant number of services were steam hauled. Robert Darlaston
Peter Kerslake. The gas turbine era memories
revived. Part 2. 255-62.
Previous article see page 202: this part covers the Metropolitan Vickers machine No. 18100. See also letters from Richard Stevens in Issue 95 and from A. Lathay in Issue 96
|No. 18100 at Hemerdon summit with test train on 4 March 1952||255|
|Three illustrations from official introductory handbook||256|
|No. 18100 at Plymouth North Road c1952||257u|
|No. 18100 at Swindon Works on 30 March 1952||257l|
|Detailed working drawings: side elevation, plan and sections||258-9|
|No. 18100 on down express approaching Taunton||260u|
|No. 18100 on down The Merchant Venturer arriving Bristol||260l|
|No. 18100 at Plymouth light engine in 1952||261u|
|No. 18100 inside Swindon Works on 10 May 1953||261l|
|No. 18100 on up train at Moreton Cutting on 4 July 1953||262|
John Copsey. Goods operations at Banbury. Part 2.
Part 1 p. 182 et seq. Just prior to WW2 work had started to improve the freight and passenger facilities at Banbury and photographs were taken to show progress of the work. On 3 October 1940 the new freight facilities were bombed by German aircraft and there are pictures recording the immediate damage and restoration work in progress
|Looking south from Grimsbury Road bridge with LNER locomotive tender||264u|
|Looking north from passenger station through Grimsbury Road bridge||264l|
|South signal box and site for railway development on 12 July 1938||267|
|Switchgear & Dvelopment (Devalox) factory (and interesting cars) in July 1938||268u|
|Same premises as above with strengthened boundary to railway in March 1939||268l|
|Expansion of good yard works in March 1939||269u|
|New shed under construction in November 1939||269l|
|Old timber goods shed and new under construction in November 1939||270u|
|Almost completed mess room and warehouse in February 1940||270l|
|Almost completed mess room and warehouse from road side in February 1940||271u|
|Interior of warehouse in February 1940||271l|
|New warehouse and temporary transfer facilities with horse-drawn lorries on 12 May 1940||272|
|As above but viewed from railway sidings side on same day||273u|
|No. 2891 passing through passenger station with train of coke? wagons on 22 July 1939||273m|
|No. 7203 with freight train on up goods loop on 22 July 1939||273l|
|Bomb damage to mess room and new warehouse on 3 October 1940||274ul|
|The temporary transfer facilities fared better thann warehouse on 3 October 1940||274ur|
|Damage viewed from railway side and new goods shed under construction on 5 October 1940||274m|
|Enlargement of part of above||274l|
|New goods shed in use on 22 November 1940||275|
|New offices to north of new goods shed||276u|
|New goods shed viewed from road side with horse-drawn lorries on 26 February 1941||276-7|
|Aerial photograph of passenger stations (GWR and LMS) and goods facilities on 4 August 1940||278-9|
|Aerial photograph of hump yard on 28 July 1940||280-1|
|Old Grimsbury Road bridge on 1 July 1942||282u|
|Old Grimsbury Road bridge on 5 August 1943||282m|
|New reception sidings and cold storage depot on 5 August 1943||282l|
|Looking south from Old Grimsbury Road bridge with work on new Hump Reception Loops on 1 July 1942||283u|
|Looking south from Old Grimsbury Road bridge with new reception sidings on 5 August 1943||283l|
|Aerial photograph of Oxfordshire Ironstone Co.'s sidings on 16 January 1947||284-5|
|Looking noruth from Old Grimsbury Road bridge with LNER brake vans adjacent on 5 August 1943||284i|
|River Cherwell under LNER line from Banbury c1947||285u|
|No. 5902 Howick Hall with Class H freight passing divergence of LNER line towards Culworth Junction c1947||285l|
|Plan of Oxfordshire Ironstone Co.'s sidings||285r|
|Banbury passenger station with No. 8300 in No. 5 bay platform and stopping train arriving from south on 21 August 1943||286|
|No. 4702 on Class F freight on 24 April 1945||287|
|Banbury Junction plan c1950||290|
|No.7010 Avondale Castle on down express c1950||291u|
|Up local passenger train with Hall from Leamington to Oxford passing cold storage depot c1947||291m|
|Up Class C parcels train with Hall passing cold storage depot c1947||291l|
Bill Crosbie-Hill. Devizes Monday, 12th June
Arrival of train load of German prisoners of war: further information from Bill on page 416
Mike Fenton. The Chalford line revisited. 294-300.
Photographs in colour, unless otherwise stated: see also covers. See also letter from Malcolm Capener on pp. 416-17
|Chalford station with auto trailer in siding (E.K.Lockstone)||294|
|Chalford station looking west b&w (C.G. Maggs)||295u|
|Chalford station forecourt with auto trailer in siding (Tom Linfoot)||295l|
|Map Gloucester and Chalford line c1950||296|
|14XX and auto coach for Chalford between Gloucester and Standish Junction (E.K.Lockstone)||298u|
|14XX and auto coach approaching Stonehouse in October 1962 (Roy Denison)||298m|
|as above but nearer platform and shows it to be 1409 at rear||298l|
|Downfield Crossing Halt (E.K.Lockstone)||299u|
|Downfield Crossing Halt with 1473 on up service (Roy Denison): see letter from photographer on p. 417 stating that it was Down 08.12 to Gloucester||299l|
|Chalford station with No. 1472 propelling trailer W223W out of siding in 1964 b&w (J Platt)||300u|
|as above but at down platform||300l|
Evening two coach service at Chalford down platform. E.K.Lockstone. rear cover
Number 94 (Spring 2015)
No. 5939 Tangley Hall in Paddington on 9 September 1961. M.G.C. Smith. front cover
John Copsey. A glimpse of Stourport on Severn..
Located on the Severn Valley Railway between Hartlebury and Bewdley and opened through to Shrewsbury on 1 September 1862 (sanctioned 20 August 1853). Amalgamed with GWR on 1 August 1870. The Kidderminster Loop left the line at Stourport on a backwater and electric trams took the bulk of the passenger traffic to Kidderminster from 1901. An electricity power station was opened by the Shropshire, Worcestershire & Staffordshire Electric Co. in May 1941.
|Stourport yards & sidings||306|
|Canal basin branch with No. 8718 c1958 (R.J. Buckley) see also letter from L.T. Foxon on p. 416||307|
|Ordnance Survey 25-inch plans||308-9|
|View from public footbridge towards Hartlebury in October 1957||311|
|Goods yard (J.H. Moss)||312u|
|Stourport station c1948 (J.H. Moss)||312l|
|Stourport station and level crossing c1958 (J.H. Moss)||313|
|GWR diesel railcar in BR green livery at Stourport on Severn c1954 (J.E. Norris)||314u|
|GWR diesel railcar in BR red & cream livery at Stourport on Severn c1958 (J.H. Moss)||314l|
|No. 8718 in Stourport on Severn station c1958 (R.J. Buckley)||317u|
|No. 6317 with coal train passing Stourport on Severn station c1956 (R.J. Buckley)||317l|
Bristol goods. 318
Photograph of porters unloading Worthington beer in barrels from wagon in 1947.
David Cross. Banana traffic from Avonmouth.
|Banana quay with flat bottom rail, GWR vans and SS Bayano in 1938||319|
|43XX hauling banana train (publicity photograph): see letters from Paul Mitchell (p. 416) and from Robert Ferris and from R. Tourret||320-1|
|Banana van diagram (side & end elevations & plan)||321|
|Dock basin in 1930s||322|
|SS Cavina and elevator: SS Patuca to starboard see letter from David Tomkiss p. 416||323|
|Aerial view of Avonmouth Dock in late 1920s||324u|
|Plan Avonmouth Docks banana traffic handling||324l|
|View from above banana traffic handling: ship, elevators, vans on loop||325|
|Map of railway lines at Avonmouth c1950||326|
|Port of Bristol saddle tank||327u|
|No. 7029 Clun Castle with banana train on 10 May 1964||327l|
|View from CWS Silo with excursion train from South Wales to Bristol Zoo awaiting return: see also letter from David Tomkiss p. 416 and from D.J. Cross p. 478 (loco No. 6846: date 20 August 1963)||328|
John Copsey. Wartime on Hatton Bank. 329-32
All photographs by V.R. Webster
|Aberdare 2-6-0 No. 2652 with iron ore hoppers from Oxfordshire Ironstone Co. in Banbury on 25 April 1941||329|
|Castle class No. 5081 Lockheed Hudson with express with roof boards on most chocolate & cream coaches in September 1941||330|
|No. 6801 Aylburton Grange at Budbrook with class D freights in September 1941||331u|
|No. 4703 with class H freight in March 1942||331l|
|No. 5071 St. Donats Castle with 13.05 Worcester to Leamington stopping train with vans at front and rear||332u|
|43XX No. 5303 desdcending bank with class H freight on 25 April 1942||332l|
Brian Penney and Richard Parker. Worcester Running Shed. Part 2. 333-46;
|View from above (from Rainbow Walk) c1963 (Dave Witts)||333|
|Office staff on 19 October 1964||336|
|Modified Hall No. 6987 Shervington Hall with express from Hereford approaching Shrub Hill on 18 June 1952 (Brian Penney)||337|
|LMS 4F No. 4265; SR I3 4-4-2T No. 2080 and 2091; LNER J25 No. 2095 and several GWR locomotives on 10 February 1943||339u|
|Coaling arrangements c1942/3||339m|
|850 class 0-6-0ST possibly No. 2007 looking towards Tunnel Hill Junction||339l|
|LNER J25 No. 5720 and new coaling arrangements in late summer 1946||340|
|Bulldog No. 3377 at rear of goods engine shed on 8 March 1951 (Brian Penney)||342u|
|Owen Partridge (fitter) and George Moore (fitter's mate) alongside Star class No. 4007 Swallowfield Park in December 1950 (Brian Penney)||342ll|
|Tommy Winders (fiiter) and Sid Sirrell (fitter's mate) alongside No, 5086 Viscount Horne on 16 March 1951 (Brian Penney)||342lr|
|No. 4007 Swallowfield Park on the 'dead end' in December 1950 (Brian Penney)||343|
|Dukedog No. 9028 with fireman Frank Bright and fitter Stan Bright and his mate Sid Godfrey and Castle class No. 5090 Neath Abbey (Brian Penney)||344|
|WD 2-8-0 No. 90239 on 'dead end' with fitter Albert Coldicott (Brian Penney)||345|
|Rhymney Railway R class No. 35 acting as stationary boiler on 2 February 1957||346|
|No. 7005 Lamphey Castle at north end of passenger engine shed (Brian Penney)||360|
John Copsey. Goods operations at Banbury. Part 3. 347-59.
|WD 2-8-0 possibly No. 77318 approachin Junction with Eastern Region sidings behind in October 1948||347u|
|No. 6812 Chesford Grange on C class freight near Old Grimsbury Road bridge c1948 (J.H. Russell)||347l|
|Hall on 10.50 class C Shrewsbury to Paddington parcels train approaching Banbury Junction in October 1948||348-9|
|Panorama from Junction looking south||350u|
|57XX No. 7763 with shunter's truck c1948||350l|
|Up express nearing station (J.R. Batts)||352u|
|Shunters accommodation, Yard Master's office, etc (John Copsey)||352l|
|Station viewed from footplate of No. 1426 with Grimsbury Road bridge c1949 (J.R. Batts)||353u|
|28XX No. 3820 with class H freight passing station on 19 April 1950 (J.R. Batts)||353l|
|43XX No. 9316 on Up Goods Loop c1950 (J.H. Russell)||354u|
|43XX No. 6392 in Up Bay North onb 3 August 1957 (F.A. Blencowe)||354m|
|Stables used by GWR, but in LNWR style (on boundary)||354l|
|No. 5404 with black wreath on last day of service to Kingham (2 June 1951) (J.R. Batts)||355u|
|Crossing in coal yard on link to LMS line (J.R. Batts)||355l|
|New station blighted with Marples sign! on 3 April 1958||356u|
|Station during reconstruction on 25 April 1957 (R.C. Riley)||356l|
|2251 class No. 2297 with two lamps on buffer beam on 30 March 1957 (J.H. Venn)||358u|
|Goods shed built in 1940 (John Copsey)||358m|
|Office block at north end of goods shed (John Copsey)||358ll|
|Office block at north end of goods shed viewed from railway (John Copsey)||358l|
|Office block at north end of goods shed with Goods Agent's office viewed from road (John Copsey)||359u|
|North end of main goods shed (John Copsey)||359um|
|North end of warehouse (John Copsey)||359lm|
|South end of warehouse (John Copsey)||359l|
Fairbourne station on 28 June 1960. M.G.C. Smith. rear cover
Number 95 (Summer 2015)
No. 1455 at St. Mary's Crossing with a Chalford auto on 19 October 1963. M.G.C. Smith. front cover
John Copsey. '45XX' class 2-6-2Ts at work.
In effect a modified version of the 44XX class with larger coupled wheels. The first locomotives were constructed at Wolverhampton, but they were too long for the erecting shop and most were built at Swindon. The design evolved: in particular the bunker became more effective in terms of capacity. Top feeds were added and outside steam pipes became standard for new construction. Larger, sloping front tanks came with the 4575 series. See letter from S.C. Bromhall on p. 476 who comments on text opn page 368 concerning motive power on Newquay brach on 17 August 1929 when 13-coach Paddington to Newquay hauled by No. 5501 assisted by No. 4523 and banked in the rear by No. 5525. Part 2 see p. 448
|No. 5527 leaving Box Tunnel with 11.53 Chippenham to Bristol Temple Meads in 1949 (M.W. Earley)||363|
|No. 2161 at Newton Abbot in 1906||364u|
|No. 2171 with copper-capped chimney at Moretonhampstead||365l|
|No. 4528 at Wolverhampton in 1924? (R.S. Carpenter)||366u|
|No. 4507 at Weston-super-Mare in 1926 (B.J. Miller)||366m|
|No. 4565 at Newton Abbot in April 1926 (H. Gordon Tidey)||366l|
|No. 4568 at Paddington on 28 August 1927||367u|
|No. 4594 on empty stock passing Westbourne Bridge in 1927||367m|
|No. 5500 at Paddington c1928||367l|
|No. 4515 with sloping back bunker at St. Blazey on 8 August 1923||368u|
|No. 4575 on Truro shed on 21 August 1927||368l|
|No. 4559 on a fast Birmingham to Wolverhampton train formed of four and six-wheel stock in mid-1920s||369u|
|No. 4619 outside Paddington on empty caarriage duties c1929||369m|
|No. 4529 possibly in Ba\th station in mid-1920s||369l|
|No. 5524 with four coach B class set at Bentley Heath loops in late 1920s||370u|
|No, 4594 outside Swindon Works in April 1932||370l|
|No. 5571 at Newton Abbot with express headlamps possibnly with Torquay through coaches on 10 August 1932: See letter from S.C. Bromhall on p. 476||372u|
|No. 4554 on Newton Abbot shed on 17 August 1932||372un|
|No. 4562 on Gloucester shed on 2 October 1933||372ul|
|No. 5504 on Taunton shed on 22 July 1934||372l|
|No. 5541 at Bathford Halt with down local for Bristol on 13 April 1934: See letter from S.C. Bromhall on p. 476 (caption incorrect: 1938 not 1935)||373u|
|No. 5556 at Bristol Temple Meads during June 1935||373l|
|No. 5515 with monogram at unknown location (Gloucester Horton Road: See letter from S.C. Bromhall on p. 476||374u|
|No. 4560 with monogram on Worrcester shed||374m|
|No. 4561 outside Swindon Works on 29 September 1935||374l|
|No. 5522 at Minehead with clerestory coach and B class seton 7 August 1935||375u|
|No. 5553 on Swindon shed on 2 June 1935||375m|
|No. 4556 on Carmarthen shed on 16 August 1935||375l|
|No. 5532 outside Ebbw Junction shed in August 1937||376u|
|No. 4542 with monogram possibly at Plymouth in late 1930s: location was Newton Abbot See letter from S.C. Bromhall on p. 476||376m|
|No. 5536 with monogram at Bristol Bath Road shed in 1930s||376l|
|No. 5573 entering Perranwell station with pair of auto trailers on 17 August 1936||377u|
|No. 4534 near North Road station with K class transfer freight on 27 March 1937||377m|
|No. 5565 approaching Shepton Mallet with a Witham to Yatton train on 17 March 1936||377l|
|No. 4563 in Frome goods yard on 1 August 1937||378u|
|No. 5541 at Westbury (H.C. Casserley) on 21 July 1937 See letter from S.C. Bromhall on p. 476||378m|
|No. 4590 with Wells to Frome service near Witham on 7 August 1937||378l|
|No. 4530 at Exeter on 10 July 1938||379u|
|No. 5509 at Weymouth on 17 July 1938||379m|
|No. 5561 near Mells Road with Bristol to Frome service in 1938||379l|
|No. 4500 on Truro shed on 13 July 1938||380u|
|No. 5572 at Swindon Works on 13 March 1938||380m|
|No. 4507 outside Swindon Works on 18 June 1939||380l|
John Mayo. The General Manager's Office. 383-5
Joined Western Region in March 1948 and was responsible for locomotives and rolling stock. Relations between K.W.C. Grand and Riddles are noted: in some cases Grand implemented actions at Swindon which Riddles had sought not to implemet: e.g. conversion of Hawksworth coaches into slip coaches. His file on locomotive names indicated that it had been hoped to name the 47XX class after early locomotives, but the Board would not sanction this and that there was pressure from the landed gentry for the railway to bestow the names of their abodes upon locomotives. Grand's instruction to paint mixed traffic locomotives in lined green was very direct. Grand's request for further 28XX class rather than the more expensive 9F 2-10-0 is mentioned
Banana traffic at Barry. 386-7
Unloading from MV Vera with conveyor system from hold to quayside and another conveyor to alongside vans: 4 photographs taken in September 1956
Brian Penney and Richard Parker. Worcester running shed in
the 1950s and 60s. Part 3. 388-400.
Photographs by Brian Penney excerpt first and last (Dave Witts). Memories of shed working remembered by Thomas Done (arrived in 1947), John Connolly
|View from above (from Rainbow Walk) c1963||388|
|Castle class No. 4016 The Somerset Light Infantry (Prince Albert's) on 28 March 1952 See letter from S.C. Bromhall on p. 476 who suggests 1951 for year||390|
|No. 4093 Dunster Castle in 1952||391u|
|O4/7 No. 63673 on loan from Eastern Region on 10 September 1951||391m|
|Saint class No. 2932 Ashton Court outside goods engine shed on 18 May 1951||391l|
|Castle class No.5090 Neath Abbey outside passenger engine shed in 1953||392u|
|BR class 2 2-6-0 No. 78008 on 8 July 1953||392l|
|Dean Goods engine No. 2458 on 11 July 1953||393|
|No. 5037 Monmouth Castle in goods engine shed yard in February 1954||394|
|63XX on chord line between Rainbow Hill Junction and Tunnel Junction in 1954||395u|
|94XX No. 8427 outside goods engine shed in July 1954||395l|
|ROD class No. 3012 in February 1954||396|
|Jubilee class No. 45655 Keith c1963||400|
John Copsey. Wartime on Hatton Bank. Part 2.
Photographs by V.R. Webster
|42XX No. 5256 climbing bank with train iron ore hoppers from Oxfordshire Ironstone at Banbury to Port Talbot on 19 September 1942 See letter from S.C. Bromhall on p. 476||401|
|J25 (LNER ex-NER) 0-6-0 No. 2069 on short K class freight on 23 September 1942||402|
|28XX No. 3806 climbing bank with D class freight on 17 October 1942||403u|
|Map of Hatton Bank with Warwick||403l|
|2181 class 0-6-0PT and 43XX climbing bank probably en rioute for Wolverhampton Works||404|
|47XX No.4705 on class F freight in Budbrook loop on 29 November 1942||405|
|S160 United States 2-8-0 No. 1613 on 6 March 1943 with wooden iron ore hoppers from Basnbury to Bilston||406|
|56XX No. 6697 banking an iron ore train formed of steel hoppers on 17 April 1943||407u|
|28XX No. 3850 coming off Bearley Loop on 2 May 1943 with Class H freight||407l|
Chris Turner. Banbury goods in the 1930s. 409-12
Memories by John Ivens who started as a junior clerk in the goods office in 1934. There was a close working agreement with the LMS and this led to the transfer of staff. The Goods Agent was H.C.W. Mills. Animals, including cattle from Ireland, and sheep were handled. Brief details of coal merchants. See letter from Richard Ivans on page 476: reference to "Trout Street" should be to Crouch Street.
|Goods station displaying GWR and LMS||409|
|Oil tank wagon in "Hedge" road||411|
|LMS entrance to gas works||412|
GWR petrol pump. A. Attewell. 413
Road Motor Services Department at Warminster (4 photographs)
Worcester Running Shed. Glynne T.
Two photographs of Hall class No. 6958 under repair on 12 July 1964. Brian Penney(letter on p. 477), who had worked thereat notes that people in photograph were Tim Smith, a fitter's mate, who was the former boiler man at Butts Pumping Station who was made redundant when electric pumps were installed, but was re-employed as a fitters mate by the Worcester Locomotive Superintendent, R.G. Armstrong. Two other fitters mates are in picture: Dennis Carter and Ernie Payne as well as fitter Jack Dowdeswell. At that time Don Green was the Factory Manager.
Letters. 416-17; 420
Bananas at Avonmouth. Paul Mitchell
See especially photograph on pp, 320-1: suggests that this was one for publicity and that non-heated MINKS may have been pressed into use. Cites GWR goods wagons by Atkins, Heard and Tourret. This letter prompted a detailed response in Issue 96 pagr 476 from Mike Young, Robert Ferris and from R. Tourret (surekly the verb sap).
Bananas at Avonmouth.. David J.
See photograph on p. 328: letter writer disconcertingly refers to a "monkey special" (excursion to Bristol Zoo) and to X14 on 26 June 1959 which ran outward via Severn Tunnel (reversing at Stapleton Road) and returned via the Severn Bridge. See also letter from D.J. Cross on p. 478.
Stourport on Severn. L.T. Foxon
Traffic on Canal Basin Branch which was maiinly sand for the ironworks of Richard Thomas & Baldwin at Stourvale (Kidderminster) carried in the boats of Thomas Bantock & Co. A boat load of coal was received from Highley Colloiery and steel bars from Panteg.
POW trains. Bill Crosbie-Hill
Refers to article written by letter writer in GWR Echo in 1985 and to letter from Stuart Davies: Bill's father worked at NAAFI in Weymouth and travelled home to Devizes on Saturdays on 3 car diesel set which he left at Trowbridge where he was met by Bill. Refers to 29XX used on Swindon to Weymouth trains. See also further letter from Bill Crosbie-Hill on page 477 and letter from Stuart Davies.
The Chalford line revisited. Malcolm Capaner.
Writer was a regular traveller on line, confirms the error noted in next letter and adds detail to the captions. Notes the high speeds recorded when racing the southbound Devonian normally hauled by a Jubilee class and the 07.45 Bristol to Bradford northbound (No. 45662 Keppenfelt often employed)
The Chalford line revisited. Roy Denison.
See photograoh on p. 299 (lower) where caption incorrectly states an "Up" train but it was Down 08.12 to Gloucester
Gas turbines. Richard Stevens.
Memories of searching for No. 18100 on former Great Central route north of Aylesbury off A41 near Akeman Street station: see also letter from D. Blake on p. 477
Movement of horses in World War One. Simon Fosbury.
Call for information on horses imported from the USA and Canada via Avonmouth and trained at a Remount Centre at Shirehampton and then forwarded to France presumably via Southampton. There must have been special trains for this traffic (and from other Remount Centres).
Had read article in Issue 15 and was particularly interested in one shown on pge 630: were any buildings extant. See response from Brian Hillier on page 476
Chalford auto train near Bambridge on its final day. Roy Dennison.
Two page spread colour photograph
'56XXs' and Cambrian 0-6-0s in traffic. John Bates.
See Issue 83 page 153: use of 56XX class at Stourbridge mainly on freight, but also on excursions: to Stourport-on-Severn (Nos. 6617, 6693 and 6674 noted on 8 June 1957) and on football specials to Hawthorns Halt (for West Bromwich Albion) where the class could cope with the 1 in 42 between Cradley Heath and Old Hall.
See Issue 45 page 242 on Cambrian Railways 0-6-0s: photograph of No. 849 taken by writer's father at Llanbedr & Pensarn station on 10.43 to Pwllheli on 25 August 1954.
Horse Dock on signal diagram: during WW1 there was an Army Mule Depot at Wivelscombe and this was supplied with mules imported from South America, Portugal and Ireland landed at Avonmouth. See Sue Farrington. Wivelscombe: a history of a Somerset market town. Colden, 2005.
No. 1455 at Chalford with auto for Stroud on 19 October 1963. M.G.C. Smith. rear cover
Number 96 (Autumn 2015)
John Copsey. Passenger operations at Birmingham Snow
The Great Western had hoped to be able to link to the Grand Junction Railway in Birmingham, but these plans were firmly thwarted by the London & Birmingham Railway. Nevertheless, the Oxford & Birmingham Junction Railway managed to reach Birmingham via Banbury, but leaving works which were never completed notably the Duddeston Viaduct and being forced to install mixed gauge track.
|Castle No. 7001 Sir James Milne arriving at Platform 7 with Cornishman on 7 September 1962||422-3|
|Snow Hill.station plan c1855||426-7|
|Central Birmingham c1860||428|
|Livery Street entrance showing cable tramway and tramcar||431u|
|Great Western Hotel on Colmore Row||431l|
|Snow Hill.station plan c1890||434-5u|
|Achilles class 4-2-2 No. 3056 Wilkinson with down express||434-5l|
|39XX 2-6-2T at Up Main platform viewed from Great Western Hotel||436|
|North west end of Snow Hill.station||437u|
|Badminton 4-4-0 No. 3298 Grosvenor and Atbara on down service||437l|
Bristol 'stower'. 440
Peter Kerslake. Laira in the 'fifties. 441-7
Snaps taken with a box camera
|No. 4089 Donnington Castle and Britannia No. 70023 Venus in 1952||441|
|No. 6026 King John lifted and part of motion removed with Boy Scouts looking on||442|
|Castle class No. 5069 Isambard Kingdom Brunel on 18 March 1956||443u|
|No. 6017 King Edward IV with double chimney and No. 6004 King George III on 1 April 1956*||443l|
|No. 4978 Westwood Hall on a Newton Abbot to Plymouth stopping train passing Laira Halt on 1 April 1956||444u|
|No. 4920 Dumbleton Hall with GWR creat and letters still on tender on 22 April 1956||444l|
|Britannia No. 70017 Arrow turning on triangle on 5 May 1959 (photograph cropped, but not caption)||445u|
|King George III and Britannia No. 70018 Flying Dutchman on 22 April 1956||445l|
|No. 6965 Thirlstaine Hall alongside manual coaling plant and tubes being cleaned||446|
|No. 1013 County of Dorset alongside manual coaling plant on 12 May 1956||447u|
|No. 6012 King Edward ViI alongside manual coaling plant and tubes being cleaned on 19 May 1956||447l|
*No. 6017 with double chimney had worked down on a Boat Train Special and was having its tubes cleaned; No. 6004 had brought down Cornish Riviera
John Copsey. '45XX' class 2-6-2Ts at work. Part two.
Part 1 see p. 361. Detailed working drawings diagrams on pp. 448 (cross sections); 450-1 (side elevation and plan) and 480 (bunker and cab cross section (79050). Usual mixture of allocations and specific workings. About half the photographs show locomotives fitted with cab shutters. Part 3 see next volume page 43 et seq See also letter from Cedric Appleby on pp. 298 & 305 on 45XX, mainly 4500 type in Cornwall.
|No. 5524 at Ledbury with a Gloucester to Hereford in February 1940||449|
|No. 5547 at Yatton with train for Bristol on 6 September 1947||457|
|No. 4534 at Cheltenham (Malvern Road) on 21 May 1948||458u|
|No. 5502 at Par station on 25 August 1948||458m|
|No. 4551 lettered "GWR" at Bristol on 23 October 1948||458l|
|No. 4544 at Swindon with an arrival from Andover c1949||459u|
|No. 5527 outside Frome engine shed on 29 March 1948||459l|
|No. 5523 with damage to buffer beam, lettered "BRITISH RAILWAYS" at Bristol Bath Road on 17 April 1949 (B. Eccleston)||460u|
|No. 4526 lettered "BRITISH RAILWAYS" at St Blazey shed in 1949 (T.H. Aston)||460m|
|No. 4590 with smokebox number plate and lettered "GWR" at Swindon c1949 (J.H. Moss)||460l|
|No. 5514 lettered "BRITISH RAILWAYS" (but in GWR style) at Bristol Bath Road c1940||461u|
|No. 4519 with smokebox number plate at Whitland c1950||461l|
|No. 4553 in Carmarthen shed yard c1950||462u|
|No. 4527 with lion emblem hauling auto-trailer on approach to Weymouth||462l|
|No. 4586 at Cheltenham St. Ja\mes with St. Gregory's Catholic church behind (L.B.Lapper)||463u|
|No. 4562 at Weymouth in 1951/2||463l|
|No. 5548 with lion emblem, but unlined, ex-Stafford Road Works on 17 May 1952||464u|
|No. 4551 with lion emblem, but unlined, ex-Swindon Works in August 1953||464m|
|No. 5527 with lion emblem, but fully lined black livery, outside Wells shed on 25 May 1953 (R.C. Riley)||464l|
|No. 4586? working bunker-first with A class headlamps on Cheltenham St. James to/from Gloucester working||465u|
|No. 5535 at Bristol Bath Road coal stage road c1953||465l|
|Nos. 4552 and 4526 on St Blazey shed||466u|
|No. 5529 fitted for push & pull (auto-train) working at Barry on 23 May 1954 (L.R. Peters)||466l|
John Copsey. Wartime on Hatton Bank. Part 3. 470-5.
Part 2 see page 401
|No. 2883 with up class H freight||470|
|ROD 2-8-0 No. 3005 climbing bank with class H freight formed mainly of wooden hopper wagons conveying iron ore on 22 May 1943||471u|
|Duke class 4-4-0 No. 3264 Trevithick on up K claa pick up freight on 22 May 1943||471l|
|Castle class No. 5031 Totnes Castle probably on 16.05 Paddington to Shrewsbury climbing bank with 14 coaches on 23 July 1943||472|
|USATC (S160) 2-8-0 No. 2138 pulling out of Up Refuge Loop at Hatton with H class freight on 24 July 1943||473|
|Diesel railcar No. 29 with auto trailer and clerestory coach climbing Hatton Bank on 24 July 1944||474|
|No. 5064 Bishop's Castle descending bank with 13.05 Worcester to Leamington stopping train on 29 July 1944 (notes GER? coach at front)||475u|
|Saint? class No. 2905 Lady Macbeth climbing bank with 12 coaches at speed on 29 July 1944||475l|
Bananas at Avonmouth. Mike
Cites GWR goods wagons by Atkins, Heard and Tourret. Prior to WW1 GWR had built 200 banana vans. During WW1 the need to transport frozen meat led to the conversion of 300 V16 Minks to insulated vans by fitting a second body within the van and bloocking off the interior of the ventilators. Following the War it was realised that these would form excellent bananna vans if fitted with heaters. These became Diagram Y4 vans and 47 new vans were added. Russell's Pictorial record of Great Western wagons is also cited.
Bananas at Avonmouth. Robert
Confirms above;; also notes the March 1923 Issue of the Great Western Magazine and article by John Lewis in Issue 67 pp. 167-8
Bananas at Avonmouth. R.
Confirms the genuine character ob photograph at foot of pp. 320-1.
Congresbury. Brian Hillier
All buildings at Congresbury had been demolished, but those at Sanford & Banwell were very similar and are being restored. The specific small building mentioned was probably a parcels office.
Banbury goods. Richard Ivens.
reference to "Trout Street" should be to Crouch Street.
45XXs. S.C. Bromhall
States that at time of Newquay three locomotive effiort on 17 August 1929 No. 5501 was working ffrom Pemzance, although 4575 locomotives "did not appear there until the late 1950s '(KPJ: banned from St. Ives branch until then!). See page 372 upper: argues that cannot be No. 5571 (as per caption: no number visible on locomotive) as has Dean buffers and tall safety valve cover). See caption for 373 upper: 1938 not 1935 for transfer to Cambrian lines. See 374 upper: location Gloucester Horton Road. See 376 middle: Newton Abbot not Plymouth. See 378 middle taken on 21 July 1937 (when KPJ was 2). Also notes that monogram far from ubiquitous. See page 390 and page 401 could not be number stated as actual locomotive had straight framing
Worcester Factory. Brian Penney.
Content of letter added to precis for picture
Devizes PoW trains. Stuart
Letter writer's father was a fireman at Weymouth in 1944 and worked on German prisoner of war trains from Portland to Devizes. Portland station could not accommodate outside cylinder engines so two 43XX were coupled tender-to-tender to work the trains to Portland, but propelled the trains into the platform. At Weymouth these were replaced by a 29XX which ran to Chatney & Chirton where in ran round the train before hauling it tender first into Devizes. Having unloaded it went forward to Holt Junction and to Westbury where it reversed on the triangle before returning to Weymouth
Devizes PoW trains. Bill
Letter in part refers back to earlier letter on PoW trains mentioning TV programme on prisoners of war in Devizes, and in part to No. 2913 St. Andrew noting that had been used to haul inugural express newspaper train to Swansea (hauling a short train), photographed leaving Platform 1 at Paddington in 1932.
Gas turbine 18100. D. Blake.
Locomotive was seen near Akeman Street suignal box in 1967 or 1968 when the remains of former Great Central Railway provided access tto the Westcott rocket propulsion establishment.
Gas turbine 18100. A. Lathay
Writer witnessed tests on 1 in 41 Hemerdon bank with 375 tons. In March 1952 17 coaches were restarted on the bank. Letter writer then called up for National Service, but notes reports of tests on Dainton with 27 coaches or about 800 tons, but failed to restart due to wheel flanges being locked to the rails. Heat dissipation from the turbine blades alleged to be problem.
Models on GWR stations. Peter Parks.
See previous letters from T.W. Wykes, Brian McCurd, John Trumper (at Biringham Snow Hill) and David Perks. Dogs with collecting cans strapped to their backs used to collect money for charities: one was eventually stuffed and a slot collected coins. The writer surmises that this was eventually replaced by a 3½ gauge model of No. 111 The Great Bear which in turn was replaced by a model of a King in 1927. The model of No. 111 was made by James Carson of Cricklewood . Three of these models remain: one owned by the writer, anoth by William McAlpine and one in the foyer of the Gidea Park Hotel on Dartmoor
The '39XX' tanks. Eric Youldon.
On p. 147 it is stated that 39XX were rebuilds of Dean Goods but RCTS The locomotives of the Great Western Railway Part 5 indicates that only the wheels and motion from the Dean Goods were used
Bristol Zoo. D.J. Cross.
Routes taken by ecursions to Bristol Zoo (reversing at Pilning or at Stoke Gifford or at Stapleton Road: 42XX, 72XX and 28XX provided motive power until 1960: locomotive on page 328 was No. 6846 and date 20 August 1963
No. 6905. David J. Tomkiss
The Red Dragon and other old friends by Ieuan Daniel contains a photograph of the locomotive fitted with the eight-wheel tender taken on 14 May 1959.
Reversed radii lining. Roger
Refers to excellent articles by Roger Armin in British Railways Journal Nos. 56 page 267; 57 page 333 and 58 page 17. Also cites Locomotives Illustrated No. 92 where on page 17 a new Swindon 3232 class 2-4-0 No. 3233 and an Armstrong Goods Armin had noted that there is no evidence for reversed radii lining for a tender locomotive from Stafford Road Works.
Maker's plates. A.G. White. 480
Armnstrong Whitworth Works Number plates fitted to 66XX series: probably not painted in any way red nor black
No. 1441 at Gloucester station beeing attached or detached from Chalfont
autocar. J. Bassingale rear cover upper
Locomotive plain black; autocar carmine & cream (rather grubby)
GWR diesel railcar No. 20 arriving Gloucester station. J. Bassingale rear
Carmine & cream livery in 1956